EP1470938A1 - Pneumatic tire - Google Patents
Pneumatic tire Download PDFInfo
- Publication number
- EP1470938A1 EP1470938A1 EP04006450A EP04006450A EP1470938A1 EP 1470938 A1 EP1470938 A1 EP 1470938A1 EP 04006450 A EP04006450 A EP 04006450A EP 04006450 A EP04006450 A EP 04006450A EP 1470938 A1 EP1470938 A1 EP 1470938A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- radially
- height
- radially outer
- pneumatic tire
- bead
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000011324 bead Substances 0.000 claims abstract description 48
- 239000000835 fiber Substances 0.000 description 3
- 230000001012 protector Effects 0.000 description 3
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000003014 reinforcing effect Effects 0.000 description 2
- 229920001875 Ebonite Polymers 0.000 description 1
- 239000004677 Nylon Substances 0.000 description 1
- 229920000297 Rayon Polymers 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 238000005299 abrasion Methods 0.000 description 1
- 239000006096 absorbing agent Substances 0.000 description 1
- 239000004760 aramid Substances 0.000 description 1
- 229920003235 aromatic polyamide Polymers 0.000 description 1
- 239000010426 asphalt Substances 0.000 description 1
- 230000002950 deficient Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000000465 moulding Methods 0.000 description 1
- 229920001778 nylon Polymers 0.000 description 1
- 230000008520 organization Effects 0.000 description 1
- 229920000728 polyester Polymers 0.000 description 1
- 239000002964 rayon Substances 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/02—Seating or securing beads on rims
- B60C15/024—Bead contour, e.g. lips, grooves, or ribs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C3/00—Tyres characterised by the transverse section
- B60C3/04—Tyres characterised by the transverse section characterised by the relative dimensions of the section, e.g. low profile
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T152/00—Resilient tires and wheels
- Y10T152/10—Tires, resilient
- Y10T152/10495—Pneumatic tire or inner tube
- Y10T152/10819—Characterized by the structure of the bead portion of the tire
Definitions
- the present invention relates to a pneumatic tire, more particularly to a bead structure capable of improving steering stability and ride comfort.
- a vehicle wheel rim on which a pneumatic tire is mounted has a counter which is specified according to the tire size and use, by a standardization organization or association in each country or region such as JATMA (Japan and Asia), T&RA (North America), ETRTO (Europe) and STRO (Scandinavia).
- JATMA Joint and Asia
- T&RA North America
- ETRTO European
- STRO Scandinavia
- a passenger car tire for example, as well known in the art, its approved or recommended rim has a bead seat tapered at a small angle and a flange whose radially outer portion is curved axially outwards. Therefore, a pneumatic tire is conventionally designed such that the bead profile fits to such rim contour as shown in Fig.8.
- the axially outer side face Sw is formed by a vertical portion S1 and a curved portion S2.
- the vertical portion S1 is parallel with the tire equatorial plane so as to fit the vertical lower portion of the rim flange Rf.
- the radius of curvature of the curved portion of the rim flanges Rf is about 10 mm (7.5 to 12 mm in JATMA) in case of passenger car tires
- the radius of curvature of the curved portion S2 is set to be almost same but slightly larger than that of the rim flange consciously for example set in a range of about 10 to 20 mm so as to accommodate to variation of the flange curvature. Therefore, as shown in Fig.8, a wedge shaped gap is formed between the curved portions of the bead and rim flange although no gap is formed between the vertical portions of the bead and rim flange.
- the rigidity of the bead portion and lower sidewall portion is increased by increasing the volume of the bead apex rubber (b) and/or providing an additional cord reinforcing layer (c).
- the small sidewall portion a portion which can function as a shock absorber is small, and deterioration of ride comfort is inevitable.
- an increase in rubber volume and addition of cord layer are not always preferable from a point of view of heat buildup and rubber/cord separation.
- an object of the present invention to provide a pneumatic tire in which, essentially without increasing rubber volume and providing additional cord layer, steering stability and ride comfort can be improved.
- a pneumatic tire comprises a tread portion, a pair of sidewall portions and a pair of bead portions, each bead portion having a bottom face and an axially outer side face which contact with a bead seat and a flange of a wheel rim, respectively, when the tire is mounted on the wheel rim, in a meridian section of the tire, the axially outer side face comprising a radially inner part for contacting with a radially inner flat portion of the rim flange, and a radially outer part for contacting with a radially outer curved portion of the rim flange, wherein the axially outer side face is provided with a profile such that the radially inner part is a substantially straight line, and the radially outer part is (A) a substantially straight line or (B) a convex line or (C) a curved concave line having a radius of curvature of not less than 300 mm, and the radially outer part
- Pneumatic tire 1 according to the present invention is usually designed in order to use with a standard wheel rim specified in the above-mentioned JATMA, T&RA, ETRTO, STRO or the like. But, it is of course possible to designed the tire to use in combination with a nonstandardized special rim.
- the wheel rim on which the pneumatic tire 1 is mounted comprises a pair of bead seats Rb, a rim well therebetween (not shown) and a pair of flanges Rf.
- the flange Rf has a radially inner part Rv substantially parallel to the central plane of the rim corresponding to the tire equatorial plane EP, and a radially outer part Rc extending radially outwardly from the radially outer end of the radially inner part Rv while curving axially outwards.
- the bead seats Rb are tapered at an angle alpha with respect to the axial direction.
- the bead seat Rb and flange Rf are connected with a curved rim heel portion Rh.
- the pneumatic tire 1 comprises a tread portion 2, a pair of sidewall portions 3, a pair of axially spaced bead portions 4 each with a bead core 5 therein, a carcass 6 extending between the bead portions 4, and a belt 7 disposed radially outside the carcass 6 in the tread portion 2.
- the tire 1 has a low aspect ratio of not more than 55 %, and a tire size for passenger cars for example 215/40R17, namely, the tire is a low aspect radial tire to be mounted on a five-degree taper drop center rim.
- the taper angle alpha of the bead seats Rb is about 5 degrees with respect to the axial direction in this case.
- the undermentioned various heights are measured radially from the bead base line BL which is a line passing at the radial position corresponding to the bead diameter or rim diameter D unless otherwise stated.
- the above-mentioned belt 7 which is disposed to reinforce the tread portion 2 comprises at least two cross breaker plies 7A and 7B of high modulus cords laid at an angle of from 10 to 35 degrees with respect to the tire equator and optionally a band ply of cords wound radially outside the breaker plies at a substantially zero degree.
- the belt 7 consists of the two cross breaker plies 7A and 7B.
- steel cords and/or high modulus organic fiber cords such as aromatic polyamide fiber cords can be used.
- the carcass 6 comprises at least one ply 6A of cords arranged radially at an angle of 90 to 75 degrees with respect to the tire equator EP, and extending between the bead portions 4 through the tread portion 2 and sidewall portions 3, and turned up around the bead core 5 in each bead portion 4 from the inside to the outside of the tire so as to form a pair of turned up portions 6b and a main portion 6a therebetween.
- the carcass 6 is composed of a single ply 6A of cords arranged radially at substantially 90 degrees.
- organic fiber cords e.g. polyester, nylon, rayon and the like can be suitably used.
- a bead apex 8 made of a hard rubber is disposed between the main portion 6a and turned up portion 6b in each bead portion 4.
- the bead apex 8 extends radially outwardly from the radially outside of the bead core 5 beyond the height of the rim flange Rf, while tapering towards its radially outer end.
- the turned up portion 6b in this example extends beyond the radially outer end of the bead apex 8, and then it further extends along the axially outer surface of the main portion 6a up to a position near and slightly radially outside the maximum cross sectional width point M of the carcass 6 under the normally inflated unloaded condition of the tire.
- the bead portion 4 has a bottom face sb, an axially outer side face Sw and a curved bead heel face Sh which connects the two faces Sb and Sw and merges thereinto.
- the axially outer side face Sw comprises a radially inner part Sw1 and a radially outer part Sw2.
- the bead bottom face Sb is tapered at an angle which is almost same as the above-mentioned taper angle alpha of the bead seat Rb. This angle may be larger than the angle alpha by a small value of 1 to 3 degrees.
- the radially inner part Sw1 is substantially parallel with the tire equatorial plane EP.
- the radially outer part Sw2 extends radially outwardly from the radially outer end of the radially inner part Sw1 while inclining axially outwards.
- the radially outer part Sw2 can be straight or slightly curved convex or concave line in the tire meridian section.
- the radius of curvature thereof is set in the range of not less than 300 mm, preferably not less than 500 mm, more preferably not less than 800 mm.
- the radius of 300 mm corresponds to about 30 times the above-mentioned radius of curvature of the radially outer curved portion Rc of the rim flange.
- the radius of curvature thereof may be less than 300 mm unlike the concave line, but in view of resistance to abrasion and durability, it will be desirable to limit this radius also in the same way as in the concave line, namely very large in comparison with the radius of curvature of the rim flange.
- the height ha of the radially inner end of the radially outer part Sw2 is set in the range of more than 0.6 times preferably more than 0.8 times but not more than 1.2 times a height hc.
- the height hc is a height at which the radially outer curved portion Rc of the rim flange Rf meets the radially inner vertical portion Rv of the rim flange. In case of passenger car tires, the height hc is about 9 or 10 mm.
- the height hb of the radially outer end of the radially outer part Sw2 is set to be more than the height of the rim flange Rf.
- the rim flange height is about 14-22 mm.
- the inclination angle theta of the radially outer part Sw2 is set to be at least 5 degrees, preferably, in the range of from 10 to 20 degrees with respect to the tire equatorial plane EP.
- the angle theta is considered to be the intersecting angle between the inner part Sw1 and outer part Sw2.
- an inflection P is formed therebetween in any case.
- the radially outer part Sw2 is straight and the inclination angle theta is 15 degrees.
- the radially outer part Sw2 is merged into the outer surface 3s of the sidewall portion 3 which surface extends on a circular arc (K) having the center on an axial straight line passing the maximum cross sectional width point M.
- Figs.3 and 4 show partial modifications of the tire 1 wherein the sidewall portion 3 is provided in the lower portion with a rim protector 10 which protrudes axially outwardly from the above-mentioned circular arc (K) to overhang the rim flange Rf and has a generally triangular cross sectional shape (Fig.4) or generally trapezoidal cross sectional shape (Fig.5).
- the underside Sw3 of the rim protector 10 is formed by a slightly curved concave line which extends axially outwards from the radially outer edge of the above-mentioned radially outer part Sw2. In both of the examples shown in Figs.3 and 4, the underside Sw3 intersects the radially outer part Sw2 at an obtuse angle less than 180 degrees.
- the above-mentioned height ha of the inner end is more than 0.25 times the height H of the maximum cross sectional width point M, and/or the height hb of the outer end is less than 0.35 times the height H, and/or the above-mentioned angle theta is less than 10 degrees, then it becomes difficult to improve the steering stability. If the height ha is less than 0.15 times the height H, and/or the angle theta is more than 20 degrees, then bead seating is liable to become unstable. If the height hb is more than 0.45 times the height H, then the steering stability is liable to deteriorate.
- the height hb is more than 0.6 times the height H, defective molding such as bareness of rubber on the tire outer surface, carcass deformation such as carcass line undulation and the like are liable to occur. It is thus preferable that the height ha is also limited in the range of from 0.15 to 0.25 times the height H, and the height hb is at most 0.6 times the height H, preferably in the range of from 0.35 to 0.45 times the height H.
- the above-explained bead profile is intended to cause a tight contact between the radially outer part Sw2 of the tire bead portion and the radially outer curved portion Rc of the rim flange at least when the tire is subjected to a side force for example when turning the steering wheel or during cornering.
- a side force for example when turning the steering wheel or during cornering.
- the height ha is set lower than the height hc.
- a tight contact is already caused although the conventional profile causes a tight contact when the tire is deflected more than a little.
- the steering response and steering stability can be improved not only during cornering but also during straight running.
- relatively small values for example 5 to 10 degrees are preferred.
- the height ha is set to be not lower than the height hc.
- the response can be improved in comparison with the conventional profile.
- relatively large values for example 10 to 20 degrees are preferred as the inclination angle theta.
- the gap (g) is preferably less than 1.0 mm at most.
- Test tires of size 215/40R17 having the same structure shown in Fig.1 except for the bead profile were made and tested for steering stability and ride comfort, using a two-seat 3200cc midship-engine sports car provided on all the four wheels with test tires (tire pressure 230 kPa).
- the driving test was carried out on dry asphalt road in a tire test course, and the test driver evaluated steering stability (initial tire response, steering response and rigid feel) and ride comfort into ten ranks.
- the test results and specifications of the bead profile are shown in Table 1. The larger the rank number, the better the performance. Tie Ref.1 Ref.2 Ref.3 Ex.1 Ex.2 Ex.3 Max.
- the steering stability can be unexpectedly and effectively improved while maintaining ride comfort without increasing rubber volume and providing additional reinforcing layer.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
- The present invention relates to a pneumatic tire, more particularly to a bead structure capable of improving steering stability and ride comfort.
- In general, a vehicle wheel rim on which a pneumatic tire is mounted has a counter which is specified according to the tire size and use, by a standardization organization or association in each country or region such as JATMA (Japan and Asia), T&RA (North America), ETRTO (Europe) and STRO (Scandinavia). In case of a passenger car tire for example, as well known in the art, its approved or recommended rim has a bead seat tapered at a small angle and a flange whose radially outer portion is curved axially outwards. Therefore, a pneumatic tire is conventionally designed such that the bead profile fits to such rim contour as shown in Fig.8. To be concrete, the axially outer side face Sw is formed by a vertical portion S1 and a curved portion S2. The vertical portion S1 is parallel with the tire equatorial plane so as to fit the vertical lower portion of the rim flange Rf. Because the radius of curvature of the curved portion of the rim flanges Rf is about 10 mm (7.5 to 12 mm in JATMA) in case of passenger car tires, the radius of curvature of the curved portion S2 is set to be almost same but slightly larger than that of the rim flange consciously for example set in a range of about 10 to 20 mm so as to accommodate to variation of the flange curvature. Therefore, as shown in Fig.8, a wedge shaped gap is formed between the curved portions of the bead and rim flange although no gap is formed between the vertical portions of the bead and rim flange.
- On the other hand, in case of a very low aspect tire which is nowadays widely used in the high performance passenger cars, sports cars, etc., in order to improve steering stability, usually, the rigidity of the bead portion and lower sidewall portion is increased by increasing the volume of the bead apex rubber (b) and/or providing an additional cord reinforcing layer (c). As a result, because of the small sidewall portion, a portion which can function as a shock absorber is small, and deterioration of ride comfort is inevitable. Further, an increase in rubber volume and addition of cord layer are not always preferable from a point of view of heat buildup and rubber/cord separation.
- It is therefore, an object of the present invention to provide a pneumatic tire in which, essentially without increasing rubber volume and providing additional cord layer, steering stability and ride comfort can be improved.
- According to the present invention, a pneumatic tire comprises a tread portion, a pair of sidewall portions and a pair of bead portions, each bead portion having a bottom face and an axially outer side face which contact with a bead seat and a flange of a wheel rim, respectively, when the tire is mounted on the wheel rim,
in a meridian section of the tire, the axially outer side face comprising a radially inner part for contacting with a radially inner flat portion of the rim flange, and
a radially outer part for contacting with a radially outer curved portion of the rim flange, wherein
the axially outer side face is provided with a profile such that the radially inner part is a substantially straight line, and the radially outer part is (A) a substantially straight line or (B) a convex line or (C) a curved concave line having a radius of curvature of not less than 300 mm, and
the radially outer part extends radially outwards from the radially outer end of the radially inner part while inclining axially outwards. - Embodiment of the present invention will now be described in detail in conjunction with the accompanying drawings.
- Fig.1 is a cross sectional view of a pneumatic tire according to the present invention.
- Fig.2 is an enlarged cross sectional view showing the bead portion thereof and a rim flange.
- Figs.3 and 4 are cross sectional views each showing a partial modification of the tire shown in Fig.1 wherein a rim protector is provided in the lower sidewall portion.
- Fig.5 is a schematic cross sectional view showing a contact between the bead portion and rim flange where a gap therebetween is exaggeratedly illustrated.
- Fig.6 shows the contour of "7JJ" rim specified in JATMA together with the bead profile used in the undermentioned comparison test for Ex.1-Ex.3 tires according to the present invention.
- Fig.7 shows the contour of the corresponding rim specified in T&RA.
- Fig.8 is a schematic cross sectional view showing conventional rim flange contact.
-
-
Pneumatic tire 1 according to the present invention is usually designed in order to use with a standard wheel rim specified in the above-mentioned JATMA, T&RA, ETRTO, STRO or the like. But, it is of course possible to designed the tire to use in combination with a nonstandardized special rim. In any case, the wheel rim on which thepneumatic tire 1 is mounted comprises a pair of bead seats Rb, a rim well therebetween (not shown) and a pair of flanges Rf. The flange Rf has a radially inner part Rv substantially parallel to the central plane of the rim corresponding to the tire equatorial plane EP, and a radially outer part Rc extending radially outwardly from the radially outer end of the radially inner part Rv while curving axially outwards. The bead seats Rb are tapered at an angle alpha with respect to the axial direction. The bead seat Rb and flange Rf are connected with a curved rim heel portion Rh. - In the drawings, the
pneumatic tire 1 comprises atread portion 2, a pair ofsidewall portions 3, a pair of axially spacedbead portions 4 each with abead core 5 therein, acarcass 6 extending between thebead portions 4, and a belt 7 disposed radially outside thecarcass 6 in thetread portion 2. - In this embodiment, the
tire 1 has a low aspect ratio of not more than 55 %, and a tire size for passenger cars for example 215/40R17, namely, the tire is a low aspect radial tire to be mounted on a five-degree taper drop center rim. Thus, the taper angle alpha of the bead seats Rb is about 5 degrees with respect to the axial direction in this case.
Incidentally, the undermentioned various heights are measured radially from the bead base line BL which is a line passing at the radial position corresponding to the bead diameter or rim diameter D unless otherwise stated. - The above-mentioned belt 7 which is disposed to reinforce the
tread portion 2 comprises at least twocross breaker plies - In this example, the belt 7 consists of the two
cross breaker plies - For the high modulus breaker ply cords, steel cords and/or high modulus organic fiber cords such as aromatic polyamide fiber cords can be used.
- The
carcass 6 comprises at least oneply 6A of cords arranged radially at an angle of 90 to 75 degrees with respect to the tire equator EP, and extending between thebead portions 4 through thetread portion 2 andsidewall portions 3, and turned up around thebead core 5 in eachbead portion 4 from the inside to the outside of the tire so as to form a pair of turned upportions 6b and amain portion 6a therebetween. - In this example, the
carcass 6 is composed of asingle ply 6A of cords arranged radially at substantially 90 degrees. - For the carcass cords, organic fiber cords, e.g. polyester, nylon, rayon and the like can be suitably used.
- Between the
main portion 6a and turned upportion 6b in eachbead portion 4, abead apex 8 made of a hard rubber is disposed. Thebead apex 8 extends radially outwardly from the radially outside of thebead core 5 beyond the height of the rim flange Rf, while tapering towards its radially outer end. The turned upportion 6b in this example extends beyond the radially outer end of thebead apex 8, and then it further extends along the axially outer surface of themain portion 6a up to a position near and slightly radially outside the maximum cross sectional width point M of thecarcass 6 under the normally inflated unloaded condition of the tire. - The
bead portion 4 has a bottom face sb, an axially outer side face Sw and a curved bead heel face Sh which connects the two faces Sb and Sw and merges thereinto. The axially outer side face Sw comprises a radially inner part Sw1 and a radially outer part Sw2. - In a condition such that the tire is not mounted on a wheel rim but the bead width wa is adjusted to the rim width wr (thus not inflated), the bead bottom face Sb is tapered at an angle which is almost same as the above-mentioned taper angle alpha of the bead seat Rb. This angle may be larger than the angle alpha by a small value of 1 to 3 degrees. The radially inner part Sw1 is substantially parallel with the tire equatorial plane EP. The radially outer part Sw2 extends radially outwardly from the radially outer end of the radially inner part Sw1 while inclining axially outwards. The radially outer part Sw2 can be straight or slightly curved convex or concave line in the tire meridian section.
- In case of the slightly curved concave line, the radius of curvature thereof is set in the range of not less than 300 mm, preferably not less than 500 mm, more preferably not less than 800 mm. Here, the radius of 300 mm corresponds to about 30 times the above-mentioned radius of curvature of the radially outer curved portion Rc of the rim flange.
- In case of the slightly curved convex line, the radius of curvature thereof may be less than 300 mm unlike the concave line, but in view of resistance to abrasion and durability, it will be desirable to limit this radius also in the same way as in the concave line, namely very large in comparison with the radius of curvature of the rim flange.
- The height ha of the radially inner end of the radially outer part Sw2 is set in the range of more than 0.6 times preferably more than 0.8 times but not more than 1.2 times a height hc. The height hc is a height at which the radially outer curved portion Rc of the rim flange Rf meets the radially inner vertical portion Rv of the rim flange. In case of passenger car tires, the height hc is about 9 or 10 mm.
- The height hb of the radially outer end of the radially outer part Sw2 is set to be more than the height of the rim flange Rf. In case of passenger car tires or the like, the rim flange height is about 14-22 mm.
- The inclination angle theta of the radially outer part Sw2 is set to be at least 5 degrees, preferably, in the range of from 10 to 20 degrees with respect to the tire equatorial plane EP. In case of the slightly curved line, the angle theta is considered to be the intersecting angle between the inner part Sw1 and outer part Sw2. In other words, an inflection P is formed therebetween in any case.
- In this example, the radially outer part Sw2 is straight and the inclination angle theta is 15 degrees.
- In the example shown in Figs.1 and 2, the radially outer part Sw2 is merged into the outer surface 3s of the
sidewall portion 3 which surface extends on a circular arc (K) having the center on an axial straight line passing the maximum cross sectional width point M. - Figs.3 and 4 show partial modifications of the
tire 1 wherein thesidewall portion 3 is provided in the lower portion with arim protector 10 which protrudes axially outwardly from the above-mentioned circular arc (K) to overhang the rim flange Rf and has a generally triangular cross sectional shape (Fig.4) or generally trapezoidal cross sectional shape (Fig.5). The underside Sw3 of therim protector 10 is formed by a slightly curved concave line which extends axially outwards from the radially outer edge of the above-mentioned radially outer part Sw2. In both of the examples shown in Figs.3 and 4, the underside Sw3 intersects the radially outer part Sw2 at an obtuse angle less than 180 degrees. - If the above-mentioned height ha of the inner end is more than 0.25 times the height H of the maximum cross sectional width point M, and/or the height hb of the outer end is less than 0.35 times the height H, and/or the above-mentioned angle theta is less than 10 degrees, then it becomes difficult to improve the steering stability. If the height ha is less than 0.15 times the height H, and/or the angle theta is more than 20 degrees, then bead seating is liable to become unstable. If the height hb is more than 0.45 times the height H, then the steering stability is liable to deteriorate. Further, if the height hb is more than 0.6 times the height H, defective molding such as bareness of rubber on the tire outer surface, carcass deformation such as carcass line undulation and the like are liable to occur.
It is thus preferable that the height ha is also limited in the range of from 0.15 to 0.25 times the height H, and the height hb is at most 0.6 times the height H, preferably in the range of from 0.35 to 0.45 times the height H. - The above-explained bead profile is intended to cause a tight contact between the radially outer part Sw2 of the tire bead portion and the radially outer curved portion Rc of the rim flange at least when the tire is subjected to a side force for example when turning the steering wheel or during cornering. As a result, the reactive force against the side force is increased, and the steering response and steering stability can be improved.
- If very sharp response is sought, the height ha is set lower than the height hc. In this case, at the time when the tire is mounted on the rim and normally inflated, a tight contact is already caused although the conventional profile causes a tight contact when the tire is deflected more than a little. Thus, the steering response and steering stability can be improved not only during cornering but also during straight running. In this case, for the above-mentioned inclination angle theta, relatively small values for example 5 to 10 degrees are preferred.
- If response somewhat milder than the above is sought, the height ha is set to be not lower than the height hc. In this case, at the time when the tire is mounted on the rim and normally inflated, a tight contact is almost not yet caused, but a tight contact is easily caused even by a small deflection due to side force. Thus, in this case too, the response can be improved in comparison with the conventional profile. In this case, contrary, relatively large values for example 10 to 20 degrees are preferred as the inclination angle theta.
- Under severe heavy load conditions, as exaggeratedly shown in Fig.5, if a gap (g) is formed between the tire bead and rim flange due to resultant loose contact in the middle height of the rim flange, it is out of the question as far as the maximal value thereof is less than 1.5 mm and a gap is only partial. If the maximal value which usually occurs at the inflexion point P or the intersecting point between the inner and outer parts Sw1 and Sw2 exceeds 1.5 mm, force variation during rolling is liable to increase due to unstable bead seating. Therefore, the gap (g) is preferably less than 1.0 mm at most.
- Test tires of size 215/40R17 (rim size 7JJX17) having the same structure shown in Fig.1 except for the bead profile were made and tested for steering stability and ride comfort, using a two-seat 3200cc midship-engine sports car provided on all the four wheels with test tires (tire pressure 230 kPa).
The driving test was carried out on dry asphalt road in a tire test course, and the test driver evaluated steering stability (initial tire response, steering response and rigid feel) and ride comfort into ten ranks. The test results and specifications of the bead profile are shown in Table 1. The larger the rank number, the better the performance.Tie Ref.1 Ref.2 Ref.3 Ex.1 Ex.2 Ex.3 Max. width height H (mm) 42.2 42.2 42.2 42.2 42.2 42.2 Radially outer part Sw2 Profile arc arc arc straight straight straight Radius of curvature (mm) 10.5 20.5 50.5 -- -- -- Angle theta (deg.) 15 15 15 15 15 15 Height ha (mm) 10.5 10.5 10.5 10.5 10.5 10.5 Height hb (mm) 21 21 21 21 15 30 Rim flange height (mm) 18 18 18 18 18 18 Height hc (mm) 9 9 9 9 9 9 Steering stability Initial tire response 6 6 6.5 8 7 7 Steering response 6 6 6 7 7 6.5 Rigid feel 6 6 6.5 8 8 7 Ride comfort 6 6 6 6 6 6 - As describe above, in the pneumatic tire according to the present invention, by simply changing the bead profile, the steering stability can be unexpectedly and effectively improved while maintaining ride comfort without increasing rubber volume and providing additional reinforcing layer.
Claims (8)
- A pneumatic tire comprising
a tread portion,
a pair of sidewall portions and
a pair of bead portions, each said bead portion having a bottom face and an axially outer side face which contact with a bead seat and a flange of a wheel rim, respectively, when the tire is mounted on the wheel rim,
in a meridian section of the tire, said axially outer side face comprising a radially inner part for contacting with a radially inner flat portion of the rim flange, and
a radially outer part for contacting with a radially outer curved portion of the rim flange, wherein
said axially outer side face is provided with a profile such that the radially inner part is a substantially straight line, and the radially outer part is (A) a substantially straight line or (B) a convex line or (C) a curved concave line having a radius of curvature of not less than 300 mm, and
the radially outer part extends radially outwards from the radially outer end of the radially inner part while inclining axially outwards. - The pneumatic tire according to claim 1, wherein
the inclination angle (theta) of the radially outer part at the radially inner end thereof is in a range of from 10 to 20 degrees with respect to the tire equatorial plane. - The pneumatic tire according to claim 1, wherein
the height (hb) of the radially outer end of the radially outer part is in a range of 0.35 to 0.45 times the height H of the maximum section width position of a carcass. - The pneumatic tire according to claim 1, wherein
the height (hb) of the radially outer end of the radially outer part is more than the height of the rim flange. - The pneumatic tire according to claim 1, wherein
the height (ha) of the radially inner end of the radially outer part is in a range of from 0.15 to 0.25 times the height H of the maximum section width position of a carcass. - The pneumatic tire according to claim 1, wherein
the height (ha) of the radially inner end of the radially outer part is in a range of from 0.6 to 1.2 times a height hc, wherein the height hc is a height at which the radially outer curved portion of the rim flange meets the radially inner flat portion of the rim flange. - The pneumatic tire according to claim 6, wherein
the height hc is 9 mm. - The pneumatic tire according to claim 1, wherein
the tire aspect ratio is not more than 55 %.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2003095481 | 2003-03-31 | ||
JP2003095481A JP4005529B2 (en) | 2003-03-31 | 2003-03-31 | Pneumatic tire |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1470938A1 true EP1470938A1 (en) | 2004-10-27 |
EP1470938B1 EP1470938B1 (en) | 2006-12-06 |
Family
ID=32959539
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP04006450A Expired - Lifetime EP1470938B1 (en) | 2003-03-31 | 2004-03-17 | Pneumatic tire |
Country Status (4)
Country | Link |
---|---|
US (1) | US7204283B2 (en) |
EP (1) | EP1470938B1 (en) |
JP (1) | JP4005529B2 (en) |
DE (1) | DE602004003515T2 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1580036A1 (en) * | 2004-03-23 | 2005-09-28 | Sumitomo Rubber Industries Limited | Pneumatic tire |
CN105034708A (en) * | 2014-05-02 | 2015-11-11 | 住友橡胶工业株式会社 | Pneumatic tire |
Families Citing this family (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102007049943A1 (en) * | 2007-10-18 | 2009-04-23 | Sumitomo Rubber Industries Ltd., Kobe | Vehicle tires |
JP6028359B2 (en) * | 2012-03-23 | 2016-11-16 | 横浜ゴム株式会社 | Pneumatic tire |
JP6147626B2 (en) * | 2013-09-20 | 2017-06-14 | 住友ゴム工業株式会社 | Pneumatic tire |
JP6623658B2 (en) * | 2015-10-07 | 2019-12-25 | 住友ゴム工業株式会社 | Pneumatic tire |
JP6756249B2 (en) * | 2016-11-25 | 2020-09-16 | 住友ゴム工業株式会社 | Motorcycle tires |
US10906360B2 (en) * | 2017-05-08 | 2021-02-02 | Cheng Shin Rubber Industrial Co., Ltd. | Tire for bicycle tubeless wheel |
JP7105064B2 (en) * | 2017-12-26 | 2022-07-22 | Toyo Tire株式会社 | pneumatic tire |
JP7008498B2 (en) * | 2017-12-26 | 2022-01-25 | Toyo Tire株式会社 | Pneumatic tires |
KR102127667B1 (en) * | 2018-10-31 | 2020-06-29 | 한국타이어앤테크놀로지 주식회사 | Tires with improved rim fitability |
JP7348477B2 (en) * | 2019-05-14 | 2023-09-21 | 横浜ゴム株式会社 | pneumatic tires |
DE102021110586B4 (en) | 2020-04-30 | 2022-12-01 | Toyo Tire Corporation | tire |
DE102021110569A1 (en) * | 2020-04-30 | 2021-11-04 | Toyo Tire Corporation | tire |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5622576A (en) * | 1993-11-16 | 1997-04-22 | The Goodyear Tire & Rubber Company | Off-the- road pneumatic tire with specified bead area design |
EP0947358A1 (en) * | 1997-07-01 | 1999-10-06 | Sumitomo Rubber Industries, Ltd. | Heavy load radial tire |
WO2001081103A1 (en) * | 2000-04-25 | 2001-11-01 | Societe De Technologie Michelin | Lightened tyre bead |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US532950A (en) * | 1895-01-22 | Bicycle rim and tire | ||
US575783A (en) * | 1897-01-26 | X nofmiis peters co | ||
US2933118A (en) * | 1957-11-12 | 1960-04-19 | Waber James Warren | Pneumatic tire |
-
2003
- 2003-03-31 JP JP2003095481A patent/JP4005529B2/en not_active Expired - Fee Related
-
2004
- 2004-03-17 DE DE602004003515T patent/DE602004003515T2/en not_active Expired - Lifetime
- 2004-03-17 EP EP04006450A patent/EP1470938B1/en not_active Expired - Lifetime
- 2004-03-22 US US10/805,217 patent/US7204283B2/en not_active Expired - Fee Related
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5622576A (en) * | 1993-11-16 | 1997-04-22 | The Goodyear Tire & Rubber Company | Off-the- road pneumatic tire with specified bead area design |
EP0947358A1 (en) * | 1997-07-01 | 1999-10-06 | Sumitomo Rubber Industries, Ltd. | Heavy load radial tire |
WO2001081103A1 (en) * | 2000-04-25 | 2001-11-01 | Societe De Technologie Michelin | Lightened tyre bead |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1580036A1 (en) * | 2004-03-23 | 2005-09-28 | Sumitomo Rubber Industries Limited | Pneumatic tire |
US7438102B2 (en) | 2004-03-23 | 2008-10-21 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire with specified bead portion profile |
CN105034708A (en) * | 2014-05-02 | 2015-11-11 | 住友橡胶工业株式会社 | Pneumatic tire |
EP2939854A3 (en) * | 2014-05-02 | 2016-03-09 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire |
US9889712B2 (en) | 2014-05-02 | 2018-02-13 | Sumitomo Rubber Industries Ltd. | Pneumatic tire |
CN105034708B (en) * | 2014-05-02 | 2018-09-21 | 住友橡胶工业株式会社 | Pneumatic tire |
Also Published As
Publication number | Publication date |
---|---|
DE602004003515D1 (en) | 2007-01-18 |
US7204283B2 (en) | 2007-04-17 |
EP1470938B1 (en) | 2006-12-06 |
JP2004299571A (en) | 2004-10-28 |
JP4005529B2 (en) | 2007-11-07 |
US20040187995A1 (en) | 2004-09-30 |
DE602004003515T2 (en) | 2007-06-21 |
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